Variable exhaust-nozzle.



Patented MW 4, I899.

W. E. SYMDNS.

VARIABLE EXHAUST NOZZLE.

(Application filed Nov. 26, 1898.)

No Model.)

Wiigzsszs w. E. SYMONS. VARIABLE EXHAUST NOZZLE.

(Application filed Nov. 26, 1898.)

No. 628,369. Patented July 4, I899.

IWIIIIIHIIIHIIII M r r "liiiiiiiiiiii /J \h UNITED STATES PATENT @FFICE.

XVILSON E. SYMONS, OF SAVANNAH, GEORGIA.

VARIABLE EXHAUST-NOZZLE.

SPECIFICATION forming part of Letters Patent No. 628,369, dated J'uly 4, 1899.

Applicaticn filed November 26, 1898. Serial No. 697,535; (No model.)

To 66 whom it may concern:

Be it known that 1, WILSON E. SYMoNs, a

. citizen of the United States, residing at Savannah, in the county of Chatham and State of Georgia, have invented a new and useful Variable Exhaust-Nozzle, of which the following is a specification.

My invention relates to a variable exhaustnozzle adapted particularly for use in connection with locomotive-engines; and the object in view is to provide simple and efficient means for varying the area of the orifice of the blast or exhaust pipe of the engine from the maximum to the minimum opening desired, such means being non-corrosive and proof against clogging or gumming, the said variationof the area, as in the ordinary practice, being designed to increase the efficiency of the engine by adapting the draft to the load and the quality of fuel, and thus economizing in the quantity of fuel used and attaining the maximum efficiency of the engine.

Further objects and advantages of this invention will appear in the following description, and the novel features thereof will be particularly pointed out in the appended claims.

In the drawings, Figure 1 is a view. of a locomotive-engine provided with a variable exhaust nozzle constructed in accordance with my invention to show the location and arrangement of the means whereby'the variation of the area of the orifice is attained. Fig. 2 is a central longitudinal section of the front portion or extension of the engine, showing the improved exhaust-nozzle arranged in operative position therein. Fig. 3 is an enlarged sectionof the upper portion of the nozzle. Fig. 4; is a horizontal section of the nozzle, taken in the plane of the axis of the bridge, on the line 4 4 of Fig. 3. Fig. 5 is a partial horizontal section through the seat for the bridge in the plane indicated by the line 5 5 of Fig. 3: Fig. 6 is a detail view in perspective of the bridge. Fig. 7 is a detail view of the means for securing the operating-rod at the desired adjustment.

Similar reference characters indicateoorresponding parts in all the figures of'the drawings.

1O designates the upwardly tapered exhaust-nozzle, which is provided with a lateral enlargement 11, recessed to receive the hub or eye 12 of an adj ustable bridge 13, the length of said bridge being greater than the diameter of the interior of the nozzle and preferably such as to span said bore of the nozzle when in an angular position of approximately forty-five degrees to a horizontal plane, as indicated by the dotted lines in Fig. 3. To accom modate the free end of the bridge, the nozzle is enlarged, as shown at 14, at the opposite side from the enlargement 11 and is channeled, as shown at 15, to receive the end of the bridge when the latter is in a horizontal position orin any position between ahorizontal position and that shown in dotted lines in Fig. 3. Also extending downwardly from the cavity of the enlargement 11, in which the hub or eye 12 of the bridge is located, is a seat 16, of a cross-sectional construction corresponding with the body portion of the bridge and in which the bridge may be received wholly outside of the contour of the bore of the nozzle. The area of the bridge is equal to the dilference between the maximumaud minimum nozzle-openings desired, whereby when the bridge is in its operative or transverse position the area of the opening is ofthe minimum extent and when the bridge is in its folded or inoperative position in the seat 16 the area of the nozzleopening is of the maximum extent. Any desired extent of nozzleopening may be attained by varying the positionof the bridge between its two terminal positions above indicated.

. The hub or eye 12 of the bridge is provided with a square or angular opening, in which is fitted the squared or cross-sectionally angular portion 17 of a spindle 18, said spindle being provided at its extremity with a rounded trunnion 19 to fit in a bearing 20, communicating with the recess 11 in the enlargement 11, and with a bearing portion 21 to fit in a suitable opening in the opposite side of said recess, and, furthermore, said spindle is provided with a collar 22 to fit in a cavity 23 in said enlargement 11 to receive the pressure of packing interposed between the same and a gland 24, which may be threaded or otherwise adj ustably secured in place. Attached to the other end of said spindle 18 is an arm 25, whereby the spindle may be turned to vary the position of the bridge in the nozzle,

and attached to said arm is an operating-rod 26, which extends rearwardly to the cab of the engine,'it being understood that said spindle 18 extends laterally through the wall of the engine-casing and that the arm 25 is attached to the spindle outside of said casing; also, said operating-rod 26 is provided at its rear extremity with a grip 27 and at intermediate points with seats or notches 28 for engagement with a detent 29 and is held with one of said seats or notches in engagement with the detent by means of a bearing-spring 30. This construction provides for the adjustment, by the engineer,-of the bridge and the locking of the bridge at the desired adjustment to secure the required draft in the nozzle.

From the above description it will be seen that the effective area of the nozzle-opening may be varied between the desired maximum and minimum extents Without cutting ofi the draft and that owing to the cross-sectional construction of the bridge and the means provided for its reception when folded or in its inoperative position the gumming or choking thereof is prevented, and hence the apparatus is maintained permanently in operative condition and is capable of instant adjustment, as may be required.

It will be obvious to those familiar with the art to which my invention appertains that a device of this class must be constructed not only to prevent lateral exhaust of the steam from the nozzle, but to afford no means for the accumulation of foreign materials, which are liable to reduce the area of the orifice (and thereby increase the draft and the expenditure of fuel) and also to interfere with the operation of the choking-plate or bridge. It has been my aim in constructing the device disclosed in the drawings to leave the interior of the nozzle wholly unobstructed when the bridge or choking-plate is in its inoperative position and at the same time avoid forming projections of any extent beyond the exterior surface or contour of the nozzle, to avoid obstructing the interior of the front portion of the engine, and particularly to avoid obstructing the passage of products of combustion to the stack. Therefore I employ the illustrated bridge,whichis mounted to swing in a plane parallel with the longitudinal center of the nozzle and is adapted to be received in a longitudinal seat formed in the wall of the nozzle, it being perfectly practical and easy to provide the bearing of the operating-shaft 18 with a stuffing-box to prevent lateral exhaust; also, it will be noted that the free end of the bridge after the latter has passed a position at an angle of fortyfive degrees to a horizontal plane enters a channel or guide which, being open at its lower end, affords no lodgment to cinders or dust which may drop into the nozzle, and also that the abrupt closed upper end of this channel forms a stop to limit the upwardswinging movement of the bridge.

Furthermore, it will be understood that the device may be readily attached to a locomotive of any of the ordinary types now in use, the drawings illustrating the same attached to a form of engine which is well-known in the art and wherein a preferred construction of diaphragm plates and netting is shown; but that the efficiency of the mechanism, as described, is not materially aifected by the peculiar relation of the other parts of the engine and that Various changes in the form, proportion, and the minor details of construction may be resorted to without departing from the spirit or sacrificing any of the advantages of the invention. For instance, I desire it to be understood that I do not wish to be limited to the construction of operating mechanism shown and described for the reason that the advantages of the adjustable element of the variable nozzle may be attained by the use of other means for communicating motion to said adjustable element,such means of operation depending to a great extent in practice upon the form of engine to which the improvement may be applied.

Furthermore, it will be noted that the tip of the exhaust-nozzle, in which the adjustable bar is mounted, is illustrated in the drawings as at a considerable elevation with relation to the diaphragm-plates, and I desire to have it understood that the application of this tip to the body portion of the exhaust-nozzle as ordinarily constructed shall in no case control the height of said body portion or the form or construction thereof, as it will be understood that the controlling feature of the part forming the subject-matter of my invention will operate efficiently at different elevations and in connection with various forms of exhaust-nozzles proper.

Having described my invention, what I claim is 1. A variable exhaust-nozzle having a pivotal choking-bridge of an area less than that of the orifice of the nozzle, and provided, exteriorly of, and parallel with, the inner surface of the wall of said orifice, with a seat for the reception of the bridge, substantially as specified.

2. A variable exhaust-nozzle having a pivotal choking-bridge of an area less than that of the orifice of the nozzle, and provided at one side with a longitudinal seat adapted for the complete reception of the bridge, whereby the latter may be arranged wholly outside of the inner surface of the nozzle, and means for securing the bridge at the desired adj ustment, substantially as specified.

3. A variable exhaust-nozzle provided at diametrically opposite points, and in communication with its orifice, with alongitudinal seat and a channel, the latter being open at its lower end and having a closed upper end forming a stop, a pivotal choking-bridge of an area less than that of the orifice of the nozzle, mounted at one end of said seat and adapted at its free end to operate in said chan- IIO nel, the seat being of a size adapting it to wholly receive the bridge, and means for operating the bridge, substantially as specified.

4. A variable exhaust-nozzle provided in its opposite sides, and in communication with its orifice,with a longitudinal seat 16 and a channel 15, a pivotal choking-bridge of an area less than that of the orifice of the nozzle mounted at one end of said seat to fold wholly thereinto when not in use, and adapted at its free end to operate in said channel, and means for operating the bridge, substantially as specified. V

5. An exhaust-nozzle having a lateral enlargement provided with a cavity, and a communicating seat disposed longitudinally of the nozzle, a choking-bridge having a hub or eye arranged in said cavity, the body portion of the bridge being adapted to fit in said seat, wholly outside of the interior contour of the nozzle, a spindle mounted in transverselyalined bearings in the opposite Walls of the WILSON E. SYMONS.

Witnesses:

ADOLPH E. MEYER, WALTER R. GRAVMER. 

